Internal-combustion engine



Aug. 6, 1929.- H. E. MORTON INTERNAL comsusnon ENGINE Filed 1918 2 Sheets-Sheet 1 TZZEOI i m Patented Aug. 6, 1929.

UNITED STATES 1323s? PATENT orrics.

HARRY E. MORTON, OF HYDE PARK, MASSACHUSETTS, ASSIGNOR TO B. F. STURTEVANT COMPANY, OF HYDE." PARK, MASSACHUSETTS, .A CORPORATION OF MASSACHU- SETTS.

INTERNAL-COMBUSTION ENGINE.

Application filed November 27, 1918. Serial No. 264,312.

. The present invention relates to internal combustion engines and more particularly to devices for increasing the normal charges of explosive mixture taken 1nto the cylinders of such engines. Internal combustion engines, as at present generally constructed, draw into their cylinders on each intake stroke a charge of explosive mixture, the volume of which is limited by .the volume of the space swept by the piston. lVhen the surrounding atmospheric pressure is reduced and the air becomes rarefied, as by the changes in altitude, the charge, although of the same volume, is correspondingly rarefied and the amount of oxygen available for combustion is proportionately reduced and the power lessened. a

\Vith stationary. engines and even with automobile engines such loss of power due to altitude is not a particularly serious mat ter, because the altitudes at. which such engines are commonly operated are comparatively low so that the loss is small, and further because by a slight increase-in size and weight, which is not usually objectionable,

the maximum power required at the higher altitudes may still be secured.

In the case of aeroplane'engines, howevem jVith these and this loss'of power due to altitude is very objectionable, since not only are these engines operated at very high altitudes where the atmospheric pressure is greatly reduced, but the permissible weight of the engines is so limited that it is generally impractical to increase their size to' any substantial ex:

tent. These excessive .changes in atmospheric pressure towhich the aeroplane engine issubjected not only reduce the quantity of. the charge but produce variations in its quality which tend further to reduce its power from the maximum.

Another condition peculiar to the operation of aeroplane engines, which may inter fere with their developing maximum power,

is the great range ofatmospheric temperature to which they may be subjected within a comparatively brief period of time, a difference of more than 100 Fahrenheit between the temperature on the ground and that prevailing at fifteen thousand to twenty thousand feet altitude not being unusual. It is necessary, therefore, to provide aero-. plane engines with devices for furnishing the carbureter orintake manifold or both -with the proper amount of heat to insure *perfect' vaporization of the fuel under varying temperature conditions.

One of the objects of the present invention is to provide an internal combustion engine with devices for compensatingfor the reduction and variation in the charge dueto the rarefication of the atmosphere at high altitudes.

A further object of the present invention is to provide compensating devices of the above type which are either automatically or hand controlled, at the ,will of the operator.

Still another object of the present invention is to provide means which shall maintain the carbureter or intake manifold at the proper temperature for perfect vaporizationofj the fuel, irrespective of tempeaature changes due to variations in altitu e.

A still further object is to devise compensating mechanism of the above kind which shall be adapted for attachment to, and use upon, many of the present types of aeroplane engines. I

other objects in view as wiltlie apparent to those skilled in this art from the following specification, the present invention consists in the devices and combinations of devices hereinafter described and claimed.

In the accompanying drawings which illustrate what is now considered the preferred embodiment of the inventidn, Figure 1 is, a View inside elevation, with certain parts broken away, of a portion of an areoplane motor embodying the present invention; Fig. 2 is an end elevation, with the motor shaft in section on the line 22 of Fig. 1, looking toward the right, showing the fan for compressing the rarefied air and the controlling mechanism therefor; Fig. 3 is a vertical sectional view on an enlarged scale of the controlling mechanism, taken on the line 3-3 of Fig. 1, looking toward the right, and Fig. 4 is a vertical sectional view of the regulator valve for controlling the heating or cooling of the intake manifold according to the altitude.

In Fig. 1 of the drawings, the rear portion of the motor is indicated generally at 5, one of the cylinders at 6, the crank shaft at rying vthe'fan casing 17 and the regulating.

mechanism 18. The fan casing 17 which is of the usual involute type, comprises two sections bolted together and provided with 'a radial intake passage 19 and a tangential discharge passage 20. The intake passage 19 is divided at the fan end into two passages on opposite sides of the fan, through which air is permitted to enter the fan casing axially. The outlet or discharge passage 20 is connected by means of a shortlength of hose 21, with the air-intake 22 of the carburetor 9.

lVithin the fan casing is a centrifugal fan 23 comprising a plurality of.substantially radial blades 24, integrally formed with the central web 25 and the fan shaft 26 which is mounted to rotate in suitable ball bearings 27 and 28, being driven at high speed from a countershaft 29 through intermeshing double herringbone gear wheels 30, and 31. The counter-shaft 29 is adapted to be driven from the crank shaft 7 of the motor through a belt 32 which passes over a pulley 33 on the crank shaft and a pulley 34 on the countershaft. The ratio between the pulleys 33 and 34 being 2 to l and the ratio between the gear wheels 31 and being 5 to 1 it will be seen'that the fan will be driven at an extremely high rate of speed. The peculiar design of the fan blades, together with the integral formation of the blades, the connecting webs and the fan shaft serve to increase t-he strength and etficicncy of operation of the fan and render it particularly adapted to rotate at high speed.

The entrance of foreign matter into the fan casing is prevented by a screen 35 of wire mesh, which covers the intake opening 19,

while a muiiier 36 is attached thereto to .reduce the noise produced by the in rush of air.

While the motor is running in low altitudes, where the atmospheric pressure is not sulliciently' reduced to cause an appreciable loss of power, the belt 32 is permitted to pass loosely over the pulleys 33 and 34 and the fan is not driven. When, however, the aeroplane reaches such an altitude that the atmospheric pressure falls below the predetermined degree, a belt-tightener pulley 37, which is part of the controlling or regulator mechanism, is moved into engagement with the belt 32,

tightening it more and more as the altitude increases so that the fan will be driven at the proper speed to maintain the pressure in the air-intake of the carbureter and in the gasoline tank at substantially the same approximate sea-level pressure, irrespective of the altitude actually attained.

The mechanism for moving the belttightener to vary the speed of the fan andthus the pressure developed is as follows: The belt-tightener pulley 37 is mounted by means of suitable ball hearings to turn on an axle 38 fixed between cars 39 projecting from a head 40 carried atone end of a hollow plunger 41. The opposite end of the plunger is closed by a plug 42 to which a leather washer 43 is secured by a bolt 44. The plunger isv adapted for longitudinal movement in a belt-tightener cylinder 45, the pressure of the oil in the lubricating system of the motor being utilized to move the plungertoward the belt 32 while the springs 46 are provided for moving it in the oppositt. direction. The oil is conducted from the motor casing through a conduit 47 and passage 48 in the wall of the belt-tightener the plunger, the tighter the belt and the higher the speed of the fan. Nhen the pressure of the oil in the cylinder diminishes,

the springs cause a return movement of the belt-tightener, a loosening of the belt, and a reduction in fan speed.

The pressure of the oil behind the plunger 41 is controlled by a valve 53 in the valve casing 51, the valve being operated to eifect an increase of the pressure by the expansion of a sylphon bellows 54 under the influence of a helical spring 55 and to effect a reduc-' tion of pressure by the contraction of the bellows due to the existence of a partial vacuum therein; the bellows expanding or contracting according as the pressure within the sylphon cylinder 56, which encloses the bellows, is diminished or increased. \Vith the valve 53 in wide open position, as shown in Fig. 3, which corresponds to normal, sealevel pressure, the oil is permitted to pass i freely through the chamber 49, having no effect upon the plunger. A movement, however, of the valve toward'the left as the aeroplane rises retards the escape of the oil, and the increased pressure behind the plunger moves it toward the opposite end of the cylinder, bringing the belt-tightener pulley into engagement with the belt. The belt-tightwhich projects a lug 59 on the plunger head 40 to maintain'the axis of the belt-tightener.

ener and sylphon cylinders are cast-integrally and provided with a bracket 57 which Tis' 'bolted to the frame 16 and has formed therein a longitudinal guideway 58 into ible tube 60, the ends of which are closed by disks (i1 and G2 which-are provided with in-.

wardly projecting hubs 63 and 64 respectively. Each having a threaded socket at both its inner and outer extremities. lVithin the bellows is a rod 65 which is screwedinto the inner socket of the hub 64 and telescopes into a sleeve 66 which is in turn screwed into the inner socket of the hub 63. A pin 67 secured in the rod 65 near its free end projects through oppositely disposed elongated slots in the sleeve 66, thus preventing twist ing of the rod or the sleeve relatively to each other and protecting the bellows from torsional strain. The helical expansion spring 55 is interposed between the disks 61 and 62, surrounding the sleeve 66 and the hubs 63 and 64, and is prevented from coming into contact withthe expansible tube (iO by annular retaining ribs (38 and 69 on the disks 6l and 62 respectively. The bellows are sealed after the air has been excylinder.

haustedsufliciently to produce approximately'an 18" vacuum which keeps the bellows contracted at normal atmospheric pressure against the expansive action of the spring- Into the outer threaded socket in the hub of the disk 61 is screwed the valve 53 which is mounted for longitudinal movement in the valve casing 51 at one end of the sylphon cylinder and hasa reduced portion 70 normally permitting a free flow of oil through the passa e 50. A rod 71 is screwed into theouter socket in the hub of the disk 62 and is mounted in a bearing 72 in the opposite end of the syphon cylinder. Therod 71 is held against longitudinal movement by means of a spring pressed detent orball 73 which rests in an annular groove 74: in the rod. The valve 53 and the rod 71 support the sylphon bellows centrally in the sylphon The head of a screw 76 in the outer end of the valve member, by engagement with an annular shoulder 77 on the valve casing, limits the contraction of the. bellows andlocates the valve in its wide open position.

The interior of the sylphon cylinder is in communication with the discharge passage 20 of the fan by means of a pipe 75. Vhcn the fan is not in operation the pres-.

sure transmitted from the fan discharge pipe 20'through pipe to the sy lphon cylins der is the pressure of the atmosphere. The atmospheric pressure on the ground is sufii-. ciently in excess of the partial vacuum'in the bellows to counteract the expansive force of the spring and maintain the bellows in its {normal contracted condition with the valve wide open, as shown in Fig. 3. 'lNhen, however, the aeroplane rises and the atmospheric pressure falls, the reduced pressure is com municated through the pipe 7-5 to the interior of the sylphon cylinder and the helical spring ispe'rmitted to expand, thus moving the valve 53 to the left of Fig. 3, and checle ing somewhat the flow of the oil. As the flowis retarded, the oil accumulates behind the plunger. the pressure builds. up andthe plunger is forced outwardly until the belttightencr pulley engages the belt and tightens it sufliciently to start the fan. Bymal'ng the sylphon bellows -so sensitive that a reduction in pressure of a. few ounces will produce-the extreme limit of movement of the bellows and valve, it is possible by connecting the sylphon cylinder 5% with the discharge-pipe 20 of the fan, to

-maintain. a substantially constant pressure in the {111' intake 22 in the 'carbureter, irrespective of the en ine s eed' whereas if the sylphon cylinder wasin communication witlr the atmosphere and the sensitiveness of the sylphon bellows. was correspondingly adjusted, variations in engine speed would produce corresponding variations in fan speedand, therefore, in the pressure in the air intake of the carburetor.

The gasoline tank 79, from which the gasoline is fed to the carburetor through pipe 80, is in communication, above the level of the gasoline, -with the discharge passage of the fan casing (see Fig. 1 so that the gasoline is subject toatniosphericpressure when the fan is inactive and to the pressure'pro ducedby the fan when it is active. Thus,

not only are the same relative pressure of gasoline in the tank-and air in the carbureter intake maintained irrespective of the altitude (within the range or'limits of the apparatus), but substantially the same absolute pressures as well. Both the quantity and quality of the charge therefore remain constant and the motor is enabled to develop its full power at high altitudes as effectively as at sea-level.

In order to permit the operator to control manually the intake pressure, as for example, in the case of derangement of the syL' phon cylinder, a T-shaped lever 81 has been provided, havifig a pin and slot connection at 82 withthe outer end of the rod 71 and fulcrumed at 83 between lateral cars 84 on a split collar 85 clamped von a sleeve 86 pro- 'jecting from the sylphon cylinder. Limement of the lever 81 will dislodge the spring pressed detent 73 from engagement with the groove 74 and, through the pin and slot connection between rod 65 and sleeve 66, actuate the valve 53; .Suitable control wires may be secured 'in ;apertures at opposite ends of the shown in Fig. 1, the oil is forced by the;-

pump through areducing'valve 90, a con lateral extension 87 of the lever and brought to the. proper locality to permit control of the value by the aviator- The gearing and hearings in the fan casing may be conveniently lubricated from the main oil pressure system of the motor. As

duit 91, and branch conduit-s 92 and 93, to the fan casing and is returned through tubing 94 to the sump of the motor.

The high speed at which the fan is oper .-at ed and the compression of the air which speed heat must be supplied from: some exof the fuel. moderate fan speed the heat of the air deternal source to the carbureter or to the intake manifold for the proper vaporization At moderate altitudes and at livered by the fan is suflicient and additional heat is not required. At the higher altitudes and higher i' an speeds heat in excess of the desired amount is supplied by the air from the fan, and this excess must be withdrawn if the engine isto develop its maximum power.

Accordingly,-I have provided the intake manifold with a water jacket connected with two sources of circulating water. One source is the water cooling system of the engine whereby heat may be supplied to the manifold at the lower altitudes. The other source is an independent cooling systemwhereby heat may be absorbed from the intake manifold atthe higher altitudes. Automatic devices are provided for controlling the connectionpf these two sources to the. water 'acket of the manifold so that at lower the water manifold 103. The hot water from the top of the cylinder's is returned through the ipel'104 to the thermostatic, device 105 an thence eitherdirectlyto the pump when'the engine is cold or through a cooling radiato r (not shown) connected to the thermostatic device 105 through the pipe' 106 and with the pump l01 by the pipe 107.

At the lower altitudes water from the water manifold 103 is led through the pipe 110 to theautomatic water valve 111 and thence through the short pipe 112 into the bottom of thejackct 113 of the intake manifold which at its top, is connected with the water jacket at the head of the cylinder by the pipe 114 provided with the check valve fromthe watera'alve 111 tof'a circulating pump 117 'driven by the propeller blades 118 which are' rotated by the blast from the aeroplane propeller. forces water through the pipe 119 to the cooling radiator 120 whence it is led to the top of the intake through the connection 121. Thus the movement of the water in the jacket This .water pump of the intake is in'the opposite direction for cooling from what it is for warming, being forced downwardly through the jacket andthrough the pipe 112 to the watervalve 111 when absorbing heat at the higher altitudes,

and flowing in the opposite direction through.

the pipe 112 and water jacket 113 when supplying heat at the lower altitudes.

The construction of the water valve 111 is illustrated in Fig. 4. The valve comprises a substantially cylindrical easing tapped at one side at 125 and 126 to receive the pipes.

'110 and 112 respectively, 'and on the other side at a somewhat higher point at 127 to receive the pipe 116. A piston valve 128 is arranged to control communication between these various pipes. 'With the valve as shown in' Fig. 4, pipes 110 and 112 are in communication, thus permitting water from the engine cooling system to pass through the intake acket to warm the intake. If the cooling radiator 120 would be forced down- ,wardlythrough the intake jacket to cool the same.

The piston valve 128 is actuated by means piston valve 128 were depressed against the be in communication when water from the of a piston 130 connected" to the valve by a stem 131, the piston being actuated by' the oil pressure in the oil'pipe 47 which is connected by a pipe 132 threaded into the opening 133 in the head or cap 134 of the valve casing 111. By means of the adjusting screw 135 the compression of spring 129 can be so adjusted that at the lower altitudes pipes 110 and 112 will be in communication at the higher altitudes pipes 112 and 116 will be in communication. At intermediate altitudes the openings or ports will be more or less covered by the valve and the circulation of the heating or the cooling water, as the case maybe, will be correspondingly revaporization ofthe fuelwill .be varied according to the requirements and conditions to insure perfect vaporization and maximum power development.

i The operation of my improved aeroplane engine. is as follows:.

'lVhen the engine is first. started under normal sea. level pressure, the sylphon bellows controlling the oil valve 53 is contract' ed as shown in Fig. 3, so that the oil flows freely through the controlling mechanism without developing suliicient pressure to move the belt-tightener .or the automatic water valve. The fan, therefore, remains stationary and the inlet manifold jacket is supplied with hot water from the engine cooling system.-- As the aeroplane rises the atmospheric pressurebegins to diminish and at the desired altitude, say five thousand feet,

a suliicient reduction in pressure has occurred to cause thesylphon bellows to expand slightly and partially to close the oil valve 53. 'Asat result the flow of oil is retarded and its pressure is raised sufiieiently to cause thebelt-tightener pulley to put a slighttension upon thebelt to start the fan in operation at relatively low speed. As the aeroplane rises higher and the atmospheric pressure further diminishes, the belt-tightenei pulley etlects a further tightening of the belt with a consequent higher fan speed, which results in an increased compression of the air in the air intake to compensate for the reduction of atmospheric.pressure. In the meantime the automatic water valve has begun to move under the increased oil pressure. and as the oil'pressure continues to rise the circulation of hot water from the engine through the intake manifold jacket is correspomlingly reduced-until it is finally cut oil altogether, the heat in the air in the carburetor intake generated by the now rapidly revolving fan being sufficient to insure vaporization of the fuel. With still higher altitudes, the belt will be further tightened to give still higher fan speeds and cooling water ,will .be admitted-to the water jacket the reduction in air pressure in the carbureby the action of the automatic water valve. r'lien the. aeroplane reaches an altitude corresponding. to the range or limit of the apparatus, .there will be no appreciable slipping of the belt and the fan-will be driven at anaximum speed, the automatic water valve being then in position to give the freest circulation of coolingwater through the intake manifold jacket.

If. when the aeroplane is at intermediate altitudes. the speed of the engine be reduced,

ter intake due iu the d creased speed of the fan will at once he trans-united to the sylphon cylinder where it v.iil cause an 1nnne 'diatc expansion of the lwilm's. with a resulting lightening ot the belt and restoration of the speed oi the tan. A return of the engine speed to normalmaximum speed operates inthe-reverse manner to loosen the belt sufliciently to prevent any substantial increase in fan speed. Thus, not only is the pactly arranged all upon the same frame.

Thus the apparatus may be readily attached to many diifer'ent types of aeroplane engine, it being necessaryto provide only a belt drive from some convenient engine shaft,

a hose connection to the *arbureter intake, and simple oil pipe connections with the oiling system of the engine.

While I have shown and described the present invention as embodied in an acreplane engine, it is to be understood that my invention is not limited thereto, but that its several features may be employed to advantage either alone-or with one another in other 'types of engines; Nor is the present invention limited to the specific constructions shown and described, but the form and arrangement of the parts may be varied within the limits defined by the claims.

"Having shown and described what is now considered to be the preferred form of the invention and explained its mode of operation, what is claimed is v 1. The combination with an internal combustion engine having a shaft, of means for delivering gaseous mixture to the engine, and auxiliary devices, including a normally inoperative compressor and variable speed, driving connections-between the compressor and shait, for delivering the gasemsmixturennder a' supplementary pressure when the atmospheric pressure is reduced.

2. The combination with an internal combustion engine having a shaft, of means fordelivering gaseousmixture to the engine, auxiliary devices including a compressor which is inoperative at normal atmospheric pressure and which operatesautomatically when the atmospheric pressure is reduced below normal,'- to 'deliver.t-he gaseous mixture to. the engine under a supplementary pressure, and variable speed'driving connections between the. compressor and shaft.

3. The combination with an internal combustion engine having a shaft, of means for delivering gaseous mixture to the engine, and devices including a compressor and driving 'conzv-i-tions between the compressor and shaft operating automatieali at varying speeds relatively to the engine to main- 3'5 speed of the fan.

-tain the pressure of the gaseous mixture substantially constant irrespective of changes in atmospheric pressure.

' 4. Thecombmatmn with an internal combustion engine having a shaft, of means for deliveringgaseous mixture to the engine,

and devices including a compressor and driving connections between .the compressor and shaft operating automatically at varying speeds relatively to the engine to main-,

tam the pressure of the gaseous mixture sub stantially constant lrrespectrve of changes in engine speed.

5. The combination with an internal combustion engine having a shaft, of means for, delivering gaseous mixture to the engine inthe blower from the-engine, and means for controlling the speed of the blower.

7. The combination with an internal combustion engine, of means for delivering gaseous mixture to the en'gine, said means including a centrifugal fan and easing, a belt for drlving the fan from the engine. a beltti ghtener pulley, and devices 4 for ad usting the position of said pulley to control the "8. The combination with an internal combastion englne, of a carbureter, means for delivering gaseous mixture to the engine, in-

eluding a. centrifugal fan and easing, frictional devices for driving the fan from the engine, and means for controlling said devices comprising a cylinder and a' plunger, means for supplying oil continuously to the cylinder behind the plunger under pressure, aconduit for the escape of the oil, and a valve in said conduit .for regulating the escape of the oil. a

' 9. The combination with an internal combustion engine,of a carbureter having an air-intake, a'fan, a fan casing connected with the air-inta ke of the carbureter, means ineluding a belt for driving the fan from the engine, a belt-tightener pulley, means for adjusting the position of said pulley to regulate the speed of the fan, said means comprising a cylinder, a plunger movable there- In, and an oil pump, connections bet-ween the pump and the. cylinder for conveying oil to the eylinder,,a return conduit for the' escape of the oil, an escape, valve,'and means responsive to variations in air pressure for operating said valve to control the escape of the 'oil.

10. The combination with .an internal combustion engine having a shaft, of means for supplying gaseous mixture to the engine, means including a normally inoperative compressor and driving connections between the compressor and shaft for 'creatingjup..-

and devices for; controlling said means, saidplementary pressure on the gaseous mixture,

devices including a valve, a member havingan air-tight expansion chamber connected with said valve, and connections for subjecting said member to the air pressure.

-11. The combinatlon with an internal combustion englne having a cooling circulatory system,acarbureter, and an intake manifold, of a water jacket for the manifold, connections between the'water jacket and the circulatory system of the engine for warming the manifold, an auxiliary coolin system, connections between said system and I the jacket for cooling the-intake manifold,

and devices for. controlling theconnections between the jacket and the circulatory systems.- i

12. The combination with an internal combustion engine having "a; earbureter,

means for supplying the carbureter with air compressed above the surrounding atmos pheric pressure, devices controlling the amount of heat available for vaporization of the fuel, .and means controlling'said devices inaceordanee with the degree of-pressure of the air supplied to the earbureter.

.13. The combination with an internal combustion engine having a carbureter and connections between th carbureter and the engine, a fan for suppl ing air to the intake of the carbureter at a substantially uniform pressure irrespective of the surrounding atmospheric pressure, devices for absorbing from the air heat created by the fan, and

automatic means for varying the action of said devices to increase the heat absorption thereof as the speed of the fan is increased.

14s. The combination with an internal combustion engine having a earbureter and connections with'the engine, means including a waterq'aeket for supplying and ab sorbing heatadjacent the carbureter, a supply of hot water and a supply of cold water,

connections between said supplies and said jacket, and automatic means controlling said connections to permit water to flow from one or from the other or from neither. of said supplies according to the requirements.

15. The combination with an internal combustion engine having acarbureter and connections with the engine, of devices for controlling the amount of heat available adjacent the carbureter for vaporization of the fuel, and meansactuated primarily changes in atmospheric. pressure for automaticall-y controlling said devices. I

16. The combination with an internal combustion engine having a cooling circula-- tory system and a. .carhureter and an intake v manifold connecting the same with the en'- gine, of a water jacket for the manifold, connections betweenthe circulatory system of the engine and the water jacket, an independent cireulatory system, connections between the water jacket and both of said circultory systems, said connections including a three-way valve and a pipe between said valve and the jacket common to both sets of. connections, and connections for actuating the three-way valve to connect the. jacket with either of said systems or to disconnect it from both.

17. Mechanism for supplying air to the. air intake of the carbureter of an internal combustion engine having a shaft, comprising a frame, a fan casing carried by the frame having an outlet port adapted to be connected to the carbureter air intake, a rotary fan within the casing, variable speed devices carried by the frame for driving the fan from the engine shaft, and controlling mechanism carried by the frame responsive to variations in air pressure for controlling the variable speed devices.

18. Mechanism for supplying air to the air intake of the carbureter of an internal combustion engine, comprising a supporting frame, a fan casing carried by the frame and having a discharge port, adapted to be connected to the carbureter intake, a rotary fan within the casing, a shaft, a belt pulley, transmission gearing between said shaft and the rotary fan, a pressure cylinder, a piston, a belt-tightener pulley actuated by the piston. a control cylinder in communication with the discharge port of the fan casing, a control valve, pressure control devices in the control cylinder for actuating the valve,

and connections for conveying fluidto the pressure C Vl11l(l(.l and through the valve.

19. The combination of an internal com-L bustion' engine having a shaft, of a carbu- -reter having an air intake, a compressor driven from the engine shaft at varying speed relatively to the shaft for, delivering air directly to the intake, and means for controlling the speed of the compressor to maintain substantially constant pressure in the intake irrespective of variations in atmospheric pressure. 1

2O. The combination with an internal combustion engine having a carbureter and connections. of devices for supplying and for abstracting heat from the connections adjacent the carbureter, and means responsive to variations in atmospheric pressure for controlling said devices.

21. The combination with an internal combustion engine having a shaft. of a carbureter. an air intake, a rotary blower driven from the engine shaft for delivering air to the intake, means for. varying the speed of the blower to maintain substantially constant pressure in the air intake irrespective of variations in atmospheric pressure, a fuel tank and a connection from speed relative to the shaft for supplying constant air pressures to the mixing device,

and means responsive to altitudinal varia tions of atmospheric conditions for regulating thepressure device.

23. Means for supplying an explosivemixture of hydrocarbon and air to explosion engines having shafts comprising a mixing device having means for supplying hydrocarbon and air thereto, the air sup-.

plying means embracing a pump and variable speed driving connections between the pump and engine shaft, andmeans responsive to barometric conditions of the atmos phere to regulate the speed of the pump.

2%. Means for supplying an explosive mixture of hydrocarbon and air to explosion engines having shafts comprising a mixing device having means for supplying hydrocarbon and a r thereto, the air supplying means embracing a pump,means for driving the pump, includlng a speed changemechanism, intermediate the pump and the engine shaft, and means responsive to barometric pressurefor controlling the change speed mechanism.

25. The combination with an explosion engine having ashaft, of means for supplying a mixture of hydrocarbon andair thereto, the air supplying means embracing a pressure device, With means for driving it fromthe shaft, and means responsive to barometric pressures for controlling the speed of said pressure device.

26. The combination with an explosion engine, of means for supplying a mixture of hydrocarbon and air thereto, the air sup plying means embracing a pressure device, a change speed mechanism connecting the engine to the pressure device for driving the latter, and means responsive to barometric pressures for controlling the speed change mechanism. l

27. Means for supplying a. mixture of hydrocarbon and air'to explosion engines comprising a mixing device having means 1 28. Means for supplying a mixture of hydrocarbon and air to explosion engines comrisin a mixin device with .means for directing hydrocarbon and supplying air.

thereto, said air supply means embracing a pump, means to drive said pump, including speed. change mechanism, and means responsive to barometric pressures for regulating the speed change mechanism, embracing means to disconnect the regulating means for the change speed mechanism at a predetermined barometric pressure, I

29. The combination with an internal combustion engine, of means for supplying a mixture of hydrocarbon and air thereto, embracing means responsive to altitudinal variations of atmospheric conditions to regulate the pressure of air supply to the mixture, and constructed and arranged .to automatically throw out the regulating means at a predetermined pressure.

30. The combination with an internal combustion engine, of means for supplying a mixture of hydrocarbon and air, comprising a mixing device with means for directing hydrocarbon and supplying air, said air supplying means embracing a pump, means to drive said pump, including speed change mechanism, and means responsive to baro metric pressures for regulating the speed change mechanism, and constructed and arranged to render the speed change mech- 32. The combination with an internal by the operator combustion engine, of meansfor delivering gaseous mixture to the engine including a compressor andvariable speed driving devices for driving the compressor from the engine, mechanism actuated by the power compressor and variable speed devices for driving the compressor from the engine, an engine driven pump for circulating liquid, means actuated by the pressure of the liquid for adjusting the driving devices, a valve for regulating the flow of theliquid to control its the valve.

34. The combination with an internal combustion engine having a shaft, of a carburetor having an air-intake, a compressor connected directly to the intake for producing supplementary pressure therein, variable speed driving devices between the compressor and the engine shaft, and automatically acting mechanism responsive to variations in the air-intake pressure for 'cbntrolling said devices.

35. The combination with an internal combustion engine having a shaft, of means pressure, and means for actuating devices, and means adapted to be actuated for controlling. said devices.

HARRY E. MORTON. 

